JP2023002297A - Control device and control method of internal combustion engine - Google Patents

Control device and control method of internal combustion engine Download PDF

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JP2023002297A
JP2023002297A JP2021103458A JP2021103458A JP2023002297A JP 2023002297 A JP2023002297 A JP 2023002297A JP 2021103458 A JP2021103458 A JP 2021103458A JP 2021103458 A JP2021103458 A JP 2021103458A JP 2023002297 A JP2023002297 A JP 2023002297A
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temperature
purification device
upstream
exhaust gas
internal combustion
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JP7363860B2 (en
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創一 今井
Soichi Imai
裕也 吉川
Yuya Yoshikawa
和弘 長谷川
Kazuhiro Hasegawa
好史 松田
Yoshifumi Matsuda
正直 井戸側
Masanao Idogawa
孝宏 内田
Takahiro Uchida
裕貴 藪下
Yuki Yabushita
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2021103458A priority Critical patent/JP7363860B2/en
Priority to US17/749,147 priority patent/US11698018B2/en
Priority to CN202210672679.3A priority patent/CN115506877A/en
Publication of JP2023002297A publication Critical patent/JP2023002297A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
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    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
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    • F01N3/101—Three-way catalysts
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    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F01N11/005—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus the temperature or pressure being estimated, e.g. by means of a theoretical model
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    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
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    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
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    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
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    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
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  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

To properly perform state determination of a downstream-side purification device and abnormality determination of an upstream-side purification device.SOLUTION: A control device of an internal combustion engine including an upstream-side purification device and a downstream-side purification device disposed on an exhaust passage and a temperature sensor detecting a temperature of an exhaust gas between the upstream-side purification device and the downstream-side purification device, further includes: a first temperature estimation portion for estimating a temperature of the downstream-side purification device from the temperature of the exhaust gas detected by the temperature sensor and a second temperature estimation portion for estimating the temperature of the downstream-side purification device without using the temperature of the exhaust gas detected by the temperature sensor. Abnormality determination processing of the upstream-side purification device is executed when at least the temperature of the downstream-side purification device estimated by the second temperature estimation portion is a predetermined threshold value or more.SELECTED DRAWING: Figure 6

Description

本開示は、排気通路に配置された上流側浄化装置および下流側浄化装置を含む内燃機関の制御装置および制御方法に関する。 The present disclosure relates to a control device and control method for an internal combustion engine including an upstream purification device and a downstream purification device arranged in an exhaust passage.

従来、排気通路に設けられた触媒（上流側浄化装置）と、当該触媒の下流側で排ガス中の粒子状物質（ＰＭ）を捕集するフィルタ（下流側浄化装置）と燃料カットの実施により触媒の熱劣化が進行すると予測される場合に燃料カットを禁止する制御装置とを含む内燃機関が知られている（例えば、特許文献１参照）。この内燃機関の制御装置は、フィルタの再生が必要とされ、かつ排気通路の触媒とフィルタとの間に設置された温度センサの検出値から得られるフィルタの温度が粒子状物質を除去可能な温度以上である場合、触媒の熱劣化が進行すると予測されていても燃焼室に対して燃料の供給を停止させる燃料カットを実施する。これにより、燃料カットの実施によってフィルタ内に多くの酸素を送り込み、粒子状物質を燃焼させて当該フィルタを再生することができる。 Conventionally, a catalyst (upstream purification device) provided in the exhaust passage, a filter (downstream purification device) that collects particulate matter (PM) in exhaust gas downstream of the catalyst (downstream purification device), and a catalyst by implementing a fuel cut An internal combustion engine is known that includes a control device that prohibits fuel cut when it is predicted that thermal deterioration of the engine will progress (see, for example, Patent Document 1). This internal combustion engine control device requires regeneration of the filter, and the temperature of the filter obtained from the detection value of the temperature sensor installed between the catalyst and the filter in the exhaust passage is the temperature at which particulate matter can be removed. In the case above, even if it is predicted that the thermal deterioration of the catalyst will progress, a fuel cut is performed to stop the supply of fuel to the combustion chamber. As a result, a large amount of oxygen can be fed into the filter by executing the fuel cut, and the particulate matter can be burned to regenerate the filter.

また、従来、内燃機関の排気通路に配置された触媒の異常を診断するために、触媒の下流側における排ガスの空燃比がリーン側またはリッチ側に変化（反転）するのに応答して、触媒に供給される排ガスの空燃比をリッチ側またはリーン側に交互に切り替えるアクティブ空燃比制御を実行する触媒異常診断装置が知られている（例えば、特許文献１参照）。この触媒異常診断装置は、触媒温度（推定温度）が活性温度範囲内にあるときに、アクティブ空燃比制御を実行し、当該アクティブ空燃比制御が実行される間に推定される触媒の酸素吸蔵量に基づいて当該触媒の異常の有無を判定する。 Further, conventionally, in order to diagnose an abnormality of a catalyst disposed in an exhaust passage of an internal combustion engine, the air-fuel ratio of the exhaust gas on the downstream side of the catalyst changes (inverts) to the lean side or the rich side. There is known a catalyst abnormality diagnosis device that executes active air-fuel ratio control that alternately switches the air-fuel ratio of the exhaust gas supplied to the exhaust gas to the rich side or the lean side (see, for example, Patent Document 1). This catalyst abnormality diagnosis device executes active air-fuel ratio control when the catalyst temperature (estimated temperature) is within the activation temperature range, Based on the above, it is determined whether or not there is an abnormality in the catalyst.

国際公開第２０１４／１２２７７８号WO2014/122778 特開２０１０－２５５４９０号公報JP 2010-255490 A

上記特許文献１に記載された内燃機関では、排気通路の触媒とフィルタとの間に設置された温度センサの検出値に基づいてフィルタの温度を精度よく推定することができるので、フィルタの温度に応じて当該フィルタの再生処理を適正に実行して粒子状物質の捕集性能を良好に維持すること可能となる。一方、特許文献１に記載された内燃機関においてフィルタの上流側に配置された触媒の異常の有無を判定する場合、エミッションの悪化を抑制するために、上流側の触媒と下流側のフィルタに担持された触媒との双方が活性化している状態で上記特許文献２に記載されたようなアクティブ空燃比制御を実行することが必要となる。しかしながら、上記温度センサの検出値から推定されたフィルタの温度に基づいて当該フィルタに担持された触媒が活性化されたか否か（触媒温度が活性温度以上であるか否か）を判定した場合、アクティブ空燃比制御が実行される機会を十分に確保し得なくなることが判明した。 In the internal combustion engine described in Patent Document 1, the temperature of the filter can be accurately estimated based on the detected value of the temperature sensor installed between the catalyst and the filter in the exhaust passage. Accordingly, it is possible to appropriately perform regeneration processing of the filter and maintain good particulate matter trapping performance. On the other hand, in the internal combustion engine described in Patent Document 1, when determining whether or not there is an abnormality in the catalyst arranged upstream of the filter, in order to suppress deterioration of emissions, the catalyst on the upstream side and the filter on the downstream side carry It is necessary to execute the active air-fuel ratio control as described in the above-mentioned Patent Document 2 in a state in which both the engine and the catalyst are activated. However, when it is determined whether or not the catalyst carried on the filter is activated (whether the catalyst temperature is equal to or higher than the activation temperature) based on the temperature of the filter estimated from the detected value of the temperature sensor, It has been found that it becomes impossible to secure sufficient opportunities for active air-fuel ratio control to be executed.

そこで、本開示は、排気通路に配置された上流側浄化装置および下流側浄化装置とを含む内燃機関において、上流側浄化装置の異常判定を適正に実行可能にすることを主目的とする。 Therefore, the main object of the present disclosure is to make it possible to appropriately perform an abnormality determination of an upstream purification device in an internal combustion engine including an upstream purification device and a downstream purification device arranged in an exhaust passage.

本開示の内燃機関の制御装置は、排気通路に配置された上流側浄化装置および下流側浄化装置と、前記上流側浄化装置と前記下流側浄化装置との間で排ガスの温度を検出する温度センサとを含む内燃機関の制御装置において、前記温度センサにより検出された排ガスの温度から前記下流側浄化装置の温度を推定する第１温度推定部と、前記温度センサにより検出された排ガスの温度を用いることなく前記下流側浄化装置の温度を推定する第２温度推定部とを含み、少なくとも前記第２温度推定部により推定された前記下流側浄化装置の温度が予め定められた閾値以上であるときに前記上流側浄化装置の異常判定処理を実行するものである。 A control device for an internal combustion engine of the present disclosure includes an upstream purification device and a downstream purification device arranged in an exhaust passage, and a temperature sensor for detecting the temperature of exhaust gas between the upstream purification device and the downstream purification device. and a first temperature estimator for estimating the temperature of the downstream purification device from the temperature of the exhaust gas detected by the temperature sensor, and the temperature of the exhaust gas detected by the temperature sensor. and a second temperature estimator for estimating the temperature of the downstream purifying device, wherein at least when the temperature of the downstream purifying device estimated by the second temperature estimating unit is equal to or higher than a predetermined threshold Abnormality determination processing of the upstream purification device is executed.

本開示の内燃機関の制御装置は、温度センサにより上流側浄化装置と下流側浄化装置との間で検出された排ガスの温度から下流側浄化装置の温度を推定する第１温度推定部を含む。これにより、下流側浄化装置に比較的近い位置で実測される温度から第１温度推定部により精度よく推定された温度に基づいて当該下流側浄化装置の状態等を適正に把握することが可能となる。ここで、上流側浄化装置が劣化した場合、当該上流側浄化装置が劣化していない場合に比べて、上流側浄化装置の温度が低下し、それに応じて上流側浄化装置と下流側浄化装置との間で温度センサにより検出（実測）される排ガスの温度も低下する。従って、当該温度センサにより検出される排ガスの温度から第１温度推定部により推定された下流側浄化装置の温度に基づいて上流側浄化装置の異常判定処理の実行の可否を判定した場合、上流側浄化装置に異常が発生しているにも拘わらず、下流側浄化装置が活性化していないとみなされて異常判定処理が実行されなくなってしまうおそれがある。これを踏まえて、本開示の内燃機関の制御装置には、温度センサにより検出された排ガスの温度を用いることなく下流側浄化装置の温度を推定する第２温度推定部が設けられ、当該制御装置は、第２温度推定部により推定された下流側浄化装置の温度が予め定められた閾値以上であることを実行条件の１つとして上流側浄化装置の異常判定処理を実行する。これにより、上流側浄化装置の劣化が反映されていない下流側浄化装置の推定温度に基づいて上流側浄化装置の異常判定処理の実行の可否を判定することが可能となるので、当該異常判定処理が実行される機会を十分に確保して、上流側浄化装置の状態を良好に把握することができる。この結果、本開示の内燃機関の制御装置によれば、上流側浄化装置の異常判定を適正に実行することが可能となる。なお、本開示の内燃機関の制御装置は、第１温度推定部により推定された下流側浄化装置の温度に基づいて下流側浄化装置の状態を判定するものであってもよい。 A control device for an internal combustion engine of the present disclosure includes a first temperature estimator that estimates the temperature of the downstream purification device from the temperature of the exhaust gas detected between the upstream purification device and the downstream purification device by the temperature sensor. As a result, it is possible to properly grasp the state of the downstream purification device based on the temperature accurately estimated by the first temperature estimating unit from the temperature actually measured at a position relatively close to the downstream purification device. Become. Here, when the upstream purifying device deteriorates, the temperature of the upstream purifying device decreases compared to when the upstream purifying device has not deteriorated, and accordingly, the upstream purifying device and the downstream purifying device are heated. The temperature of the exhaust gas detected (actually measured) by the temperature sensor also decreases between . Therefore, when determining whether or not to execute the abnormality determination process for the upstream purification device based on the temperature of the downstream purification device estimated by the first temperature estimating unit from the temperature of the exhaust gas detected by the temperature sensor, the upstream purification device Even though an abnormality has occurred in the purifier, there is a possibility that the downstream purifier will not be activated and the abnormality determination process will not be executed. Based on this, the control device for an internal combustion engine of the present disclosure is provided with a second temperature estimation unit that estimates the temperature of the downstream purification device without using the temperature of the exhaust gas detected by the temperature sensor, and the control device performs the abnormality determination process for the upstream purification device, with one of the execution conditions being that the temperature of the downstream purification device estimated by the second temperature estimator is equal to or higher than a predetermined threshold value. As a result, it is possible to determine whether or not to execute the abnormality determination process for the upstream purification device based on the estimated temperature of the downstream purification device that does not reflect the deterioration of the upstream purification device. is sufficiently secured, and the state of the upstream purifying device can be well grasped. As a result, according to the control device for an internal combustion engine of the present disclosure, it is possible to properly perform the abnormality determination of the upstream purification device. Note that the control device for an internal combustion engine of the present disclosure may determine the state of the downstream purification device based on the temperature of the downstream purification device estimated by the first temperature estimator.

また、前記第２温度推定部は、前記温度センサにより検出された排ガスの温度を用いることなく前記上流側浄化装置の温度を推定するものであってもよく、前記制御装置は、前記第２温度推定部により推定された前記上流側浄化装置の温度が予め定められた第１の下限温度以上であり、かつ前記第２温度推定部により推定された前記下流側浄化装置の温度が前記閾値としての第２の下限温度以上であることを条件に、前記上流側浄化装置の前記異常判定処理を実行するものであってもよい。これにより、上流側浄化装置の劣化に起因して異常判定処理の実行条件が成立しなくなってしまうのを抑制し、異常判定処理が実行される機会を十分に確保することが可能となる。 The second temperature estimation unit may estimate the temperature of the upstream purification device without using the temperature of the exhaust gas detected by the temperature sensor, and the control device may estimate the temperature of the upstream purification device without using the temperature of the exhaust gas detected by the temperature sensor. The temperature of the upstream purification device estimated by the estimation unit is equal to or higher than a predetermined first lower limit temperature, and the temperature of the downstream purification device estimated by the second temperature estimation unit is the threshold value. The abnormality determination process for the upstream purification device may be performed on condition that the temperature is equal to or higher than the second lower limit temperature. As a result, it is possible to prevent the conditions for executing the abnormality determination process from becoming unsatisfied due to the deterioration of the upstream purification device, and to ensure a sufficient chance of executing the abnormality determination process.

更に、前記第２温度推定部は、前記内燃機関の排気ポートから流出する排ガスの温度と、排ガスと排気管との熱伝達量と、前記排気管からの放熱量とに基づいて、前記上流側浄化装置および前記下流側浄化装置の温度を推定するものであってもよい。これにより、上流側浄化装置が劣化していないと仮定して推定された上流側および下流側浄化装置の温度に基づいて、上流側浄化装置の異常判定処理の実行の可否を判定することができるので、当該異常判定処理が実行される機会を良好に確保することが可能となる。 Further, the second temperature estimating unit calculates the upstream side temperature based on the temperature of the exhaust gas flowing out from the exhaust port of the internal combustion engine, the amount of heat transfer between the exhaust gas and the exhaust pipe, and the amount of heat released from the exhaust pipe. The temperature of the purifier and the downstream purifier may be estimated. As a result, it is possible to determine whether the abnormality determination process for the upstream purification device can be executed based on the temperatures of the upstream and downstream purification devices estimated assuming that the upstream purification device has not deteriorated. Therefore, it is possible to satisfactorily secure an opportunity for executing the abnormality determination process.

また、前記内燃機関は、前記排気通路に配置されたタービンホイールと、タービンシャフトを介して前記タービンホイールに連結されると共に前記内燃機関の吸気通路に配置されたコンプレッサホイールとを含む過給機を有するものであってもよく、前記第２温度推定部は、前記排気ポートから流出する排ガスの温度に基づいて推定された前記タービンホイールから流出する排ガスの温度と、前記タービンホイールから前記上流側浄化装置までの間における排ガスと前記排気管との熱伝達量および前記排気管からの放熱量とに基づいて前記上流側浄化装置の温度を推定すると共に、推定した前記上流側浄化装置の温度と、前記上流側浄化装置と前記下流側浄化装置との間における排ガスと前記排気管との熱伝達量および前記排気管からの放熱量とに基づいて前記下流側浄化装置の温度を推定するものであってもよい。これにより、過給機を有する内燃機関において、上流側浄化装置の異常判定処理が実行される機会を良好に確保することが可能となる。 Further, the internal combustion engine includes a supercharger including a turbine wheel arranged in the exhaust passage, and a compressor wheel connected to the turbine wheel via a turbine shaft and arranged in an intake passage of the internal combustion engine. The second temperature estimator may include the temperature of the exhaust gas flowing out of the turbine wheel estimated based on the temperature of the exhaust gas flowing out of the exhaust port, and the upstream purification from the turbine wheel. estimating the temperature of the upstream purification device based on the amount of heat transfer between the exhaust gas and the exhaust pipe and the amount of heat radiation from the exhaust pipe, and the estimated temperature of the upstream purification device; The temperature of the downstream purification device is estimated based on the amount of heat transfer between the exhaust gas and the exhaust pipe between the upstream purification device and the downstream purification device and the amount of heat radiation from the exhaust pipe. may As a result, in an internal combustion engine having a supercharger, it is possible to satisfactorily secure an opportunity for execution of the abnormality determination process for the upstream purification device.

更に、前記内燃機関は、前記上流側浄化装置と前記下流側浄化装置との間で排ガスの空燃比を検出する空燃比センサを更に含むものであってもよく、前記異常判定処理は、前記空燃比センサにより検出される空燃比がリーン側またはリッチ側に変化するのに応じて前記上流側浄化装置に流入する排気ガスの空燃比をリッチ側またはリーン側に交互に切り替えるアクティブ空燃比制御であってもよく、前記制御装置は、前記アクティブ空燃比制御が実行される間の前記上流側浄化装置による酸素の吸蔵量および放出量を推定すると共に、推定した酸素の吸蔵量および放出量に基づいて前記上流側浄化装置の異常の有無を判定するものであってもよい。 Further, the internal combustion engine may further include an air-fuel ratio sensor that detects an air-fuel ratio of exhaust gas between the upstream purification device and the downstream purification device, and the abnormality determination process It is active air-fuel ratio control that alternately switches the air-fuel ratio of the exhaust gas flowing into the upstream side purification device to the rich side or the lean side according to the change in the air-fuel ratio detected by the fuel ratio sensor to the lean side or the rich side. The control device estimates the amount of oxygen stored and released by the upstream purification device while the active air-fuel ratio control is being executed, and based on the estimated oxygen storage amount and release amount The presence or absence of abnormality in the upstream purification device may be determined.

また、前記上流側浄化装置は、三元触媒を含むものであってもよく、前記下流側浄化装置は、パティキュレートフィルタを含むものであってもよく、前記制御装置は、前記第１温度推定部により推定された温度に基づいて、前記下流側浄化装置を再生させるためのフューエルカットの可否を判定するものであってもよい。これにより、下流側浄化装置の過熱を抑制しつつ、パティキュレートフィルタの目詰まりを良好に抑制すると共に、上流側浄化装置すなわち三元触媒の異常判定を適正に実行することが可能となる。 Further, the upstream purification device may include a three-way catalyst, the downstream purification device may include a particulate filter, and the control device may include the first temperature estimation Based on the temperature estimated by the unit, whether or not to cut fuel for regenerating the downstream purification device may be determined. As a result, it is possible to satisfactorily suppress clogging of the particulate filter while suppressing overheating of the downstream purifying device, and to properly perform abnormality determination of the upstream purifying device, that is, the three-way catalyst.

本開示の内燃機関の制御方法は、排気通路に配置された上流側浄化装置および下流側浄化装置と、前記上流側浄化装置と前記下流側浄化装置との間で排ガスの温度を検出する温度センサとを含む内燃機関の制御方法において、少なくとも前記温度センサにより検出された排ガスの温度を用いることなく推定された前記下流側浄化装置の温度が予め定められた閾値以上であるときに前記上流側浄化装置の異常判定処理を実行するものである。 A control method for an internal combustion engine according to the present disclosure includes an upstream purification device and a downstream purification device arranged in an exhaust passage, and a temperature sensor for detecting the temperature of exhaust gas between the upstream purification device and the downstream purification device. at least when the temperature of the downstream purification device estimated without using the temperature of the exhaust gas detected by the temperature sensor is equal to or higher than a predetermined threshold value, the upstream purification It executes the abnormality determination processing of the device.

かかる方法によれば、下流側浄化装置の状態判定と、上流側浄化装置の異常判定との双方を適正に実行することが可能となる。 According to such a method, it is possible to appropriately perform both the state determination of the downstream purification device and the abnormality determination of the upstream purification device.

本開示の制御装置により制御される内燃機関を例示する概略構成図である。1 is a schematic configuration diagram illustrating an internal combustion engine controlled by a control device of the present disclosure; FIG. 本開示の内燃機関の制御装置を示すブロック図である。1 is a block diagram showing a control device for an internal combustion engine of the present disclosure; FIG. 本開示の内燃機関の制御装置による下流側浄化装置の温度の推定手順を示すフローチャートである。4 is a flow chart showing a procedure for estimating the temperature of a downstream purification device by the control device for an internal combustion engine of the present disclosure; 本開示の内燃機関の制御装置による上流側浄化装置および下流側浄化装置の温度の推定手順を示すフローチャートである。4 is a flowchart showing a procedure for estimating temperatures of an upstream purification device and a downstream purification device by the control device for an internal combustion engine of the present disclosure; 本開示の内燃機関の制御装置により実行されるフューエルカット許否ルーチンを例示するフローチャートである。4 is a flowchart illustrating a fuel cut permission/prohibition routine executed by the control device for an internal combustion engine of the present disclosure; 本開示の内燃機関の制御装置により上流側浄化装置の異常の有無を判定するために実行される異常判定ルーチンを例示するフローチャートである。4 is a flowchart illustrating an abnormality determination routine executed by the control device for an internal combustion engine of the present disclosure to determine whether or not there is an abnormality in the upstream purification device;

次に、図面を参照しながら、本開示の発明を実施するための形態について説明する。 Next, embodiments for carrying out the invention of the present disclosure will be described with reference to the drawings.

図１は、本開示の制御装置としてのエンジン電子制御装置（以下、「エンジンＥＣＵ」という。）１００により制御される内燃機関であるエンジン１０を例示する概略構成図である。同図に示すエンジン１０は、エンジンブロック１１に形成された複数の燃焼室１２における炭化水素系燃料と空気との混合気の燃焼に伴うピストン１３の往復運動をクランクシャフト（出力軸）１４の回転運動へと変換する例えば直列型のガソリンエンジンであり、車両に搭載される。図１に示すように、エンジン１０は、エンジンブロック１１、複数の燃焼室１２、ピストン１３およびクランクシャフト１４に加えて、エアクリーナ１５と、吸気管１６と、電子制御式のスロットルバルブ１７と、サージタンク１８と、それぞれ対応する吸気ポートを開閉する複数の吸気バルブ１９ｉと、それぞれ対応する排気ポートを開閉する排気バルブ１９ｅと、複数の燃料噴射弁２０と、複数の点火プラグ２１と、排気通路を形成する排気管２２とを含む。燃料噴射弁２０は、図示するように吸気ポートに燃料を噴射するものであってもよく、燃焼室１２内に燃料を直接噴射するものであってもよい。更に、エンジン１０にポート噴射弁と筒内噴射弁との双方が設けられてもよい。 FIG. 1 is a schematic configuration diagram illustrating an engine 10, which is an internal combustion engine, controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 100 as a control device of the present disclosure. The engine 10 shown in FIG. For example, an in-line gasoline engine that converts motion is installed in a vehicle. As shown in FIG. 1, an engine 10 includes an engine block 11, a plurality of combustion chambers 12, pistons 13 and a crankshaft 14, as well as an air cleaner 15, an intake pipe 16, an electronically controlled throttle valve 17, a surge A tank 18, a plurality of intake valves 19i for opening and closing corresponding intake ports, an exhaust valve 19e for opening and closing corresponding exhaust ports, a plurality of fuel injection valves 20, a plurality of spark plugs 21, and an exhaust passage. and an exhaust pipe 22 forming. The fuel injection valve 20 may inject fuel into an intake port as shown, or may inject fuel directly into the combustion chamber 12 . Further, the engine 10 may be provided with both a port injection valve and an in-cylinder injection valve.

また、エンジン１０は、排ガス浄化装置として、それぞれ排気管２２に組み込まれた上流側浄化装置２３および下流側浄化装置２４を含む。上流側浄化装置２３は、エンジン１０の各燃焼室１２からの排ガス中のＣＯ（一酸化炭素）やＨＣ、ＮＯｘといった有害成分を浄化するＮＯｘ吸蔵型の排ガス浄化触媒（三元触媒）２３０を含むものである。また、下流側浄化装置２４は、排ガス中の粒子状物質（微粒子）を捕集するパティキュレートフィルタ（ＧＰＦ）２４０を含み、上流側浄化装置２３の下流側に配置される。本実施形態において、パティキュレートフィルタ２４０は、ＮＯｘ吸蔵型の排ガス浄化触媒（三元触媒）を担時した多孔質フィルタである。すなわち、下流側浄化装置２４は、三元触媒の浄化機能と粒子状物質の捕集機能とを有する四元触媒として構成されている。 The engine 10 also includes an upstream purification device 23 and a downstream purification device 24 incorporated in the exhaust pipe 22, respectively, as exhaust gas purification devices. The upstream purification device 23 includes a NOx storage type exhaust gas purification catalyst (three-way catalyst) 230 that purifies harmful components such as CO (carbon monoxide), HC, and NOx in the exhaust gas from each combustion chamber 12 of the engine 10. It is a thing. The downstream purification device 24 also includes a particulate filter (GPF) 240 that collects particulate matter (fine particles) in the exhaust gas, and is arranged downstream of the upstream purification device 23 . In this embodiment, the particulate filter 240 is a porous filter supporting a NOx storage type exhaust gas purifying catalyst (three-way catalyst). That is, the downstream purification device 24 is configured as a four-way catalyst having a purification function of a three-way catalyst and a particulate matter collection function.

更に、エンジン１０は、エンジンブロック１１等を冷却するための冷媒循環通路２５と、電動ポンプ２６と、ラジエータ２７とを含む。電動ポンプ２６は、冷媒循環通路２５で冷却水（ＬＬＣ）を循環させる。ラジエータ２７は、走行風や図示しない電動ファンからの空気との熱交換によりエンジンブロック１１等から熱を奪った冷却水を冷却する。また、冷媒循環通路２５には、水温センサ２５ｔが設置されている。水温センサ２５ｔは、エンジンブロック１１から熱を奪った（流出した）冷却水の水温Ｔｗを検出する。 Furthermore, the engine 10 includes a coolant circulation passage 25 for cooling the engine block 11 and the like, an electric pump 26 and a radiator 27 . The electric pump 26 circulates cooling water (LLC) in the coolant circulation passage 25 . The radiator 27 cools the cooling water that has taken heat from the engine block 11 and the like through heat exchange with running wind and air from an electric fan (not shown). A water temperature sensor 25 t is installed in the refrigerant circulation passage 25 . The water temperature sensor 25 t detects the water temperature Tw of the cooling water that has taken heat from (outflowed from) the engine block 11 .

加えて、エンジン１０は、排ガスのエネルギを利用して吸入空気を圧縮する過給機３０と、当該過給機３０により圧縮された空気を冷却する液冷式のインタークーラ３９とを含む。過給機３０は、図１に示すように、タービンホイール３１と、コンプレッサホイール３２と、タービンホイール３１およびコンプレッサホイール３２を一体に連結するタービンシャフト３３と、ウェイストゲートバルブ３４と、ブローオフバルブ３５とを含むターボチャージャである。タービンホイール３１は、上流側浄化装置２３の上流側に位置するように排気管２２に形成されたタービンハウジング２２０内に回転自在に配置される。また、コンプレッサホイール３２は、エアクリーナ１５とスロットルバルブ１７との間に位置するように吸気管１６に形成されたコンプレッサハウジング１６０内に回転自在に配置される。 In addition, the engine 10 includes a supercharger 30 that compresses intake air using the energy of exhaust gas, and a liquid-cooled intercooler 39 that cools the air compressed by the supercharger 30 . As shown in FIG. 1, the supercharger 30 includes a turbine wheel 31, a compressor wheel 32, a turbine shaft 33 that integrally connects the turbine wheel 31 and the compressor wheel 32, a waste gate valve 34, and a blow-off valve 35. is a turbocharger containing The turbine wheel 31 is rotatably arranged in a turbine housing 220 formed in the exhaust pipe 22 so as to be positioned upstream of the upstream purification device 23 . Also, the compressor wheel 32 is rotatably disposed within a compressor housing 160 formed in the intake pipe 16 so as to be positioned between the air cleaner 15 and the throttle valve 17 .

タービンシャフト３３は、タービンハウジング２２０およびコンプレッサハウジング１６０の間で両者に固定されるベアリングハウジング３００内に回転自在に配置される。ベアリングハウジング３００は、図示しないベアリングを保持しており、当該ベアリングを介してタービンシャフト３３を回転自在に支持する。また、ベアリングハウジング３００内には、タービンシャフト３３やベアリング等を潤滑・冷却する潤滑油を流通させるための油路と、ベアリングハウジング３００内を冷却するための冷媒通路とが形成されている（何れも図示省略）。ベアリングハウジング３００内の油路には、エンジン１０により駆動される図示しない機械式オイルポンプからの作動油を調圧する油圧制御装置（図示省略）から潤滑油としての作動油が供給される。また、ベアリングハウジング３００内の冷媒通路には、インタークーラ３９に冷却水を循環させる図示しない冷却系統からの冷却水が供給される。 Turbine shaft 33 is rotatably disposed between turbine housing 220 and compressor housing 160 within a bearing housing 300 that is secured to both. The bearing housing 300 holds bearings (not shown), and rotatably supports the turbine shaft 33 via the bearings. Further, in the bearing housing 300, an oil passage for circulating lubricating oil for lubricating and cooling the turbine shaft 33, the bearings, etc., and a coolant passage for cooling the inside of the bearing housing 300 are formed. are also omitted). Hydraulic oil as lubricating oil is supplied to the oil passage in the bearing housing 300 from a hydraulic control device (not shown) that regulates the pressure of hydraulic oil from a mechanical oil pump (not shown) driven by the engine 10 . Cooling water is supplied to the coolant passage in the bearing housing 300 from a cooling system (not shown) that circulates the cooling water to the intercooler 39 .

過給機３０のウェイストゲートバルブ３４は、流量制御弁であり、図１に示すように、タービンハウジング２２０（タービンホイール３１）を迂回するように排気管２２に接続されたバイパス管２２５に設置されている。かかるウェイストゲートバルブ３４の開度を調節することで、バイパス管１６５を流通する排ガスの量とタービンホイール３１およびコンプレッサホイール３２を回転させる排ガスの量との比を変化させることができる。すなわち、過給機３０では、ウェイストゲートバルブ３４の開度の調節によりエンジン１０における過給圧Ｐｃを調節することが可能である。また、ウェイストゲートバルブ３４を全開にすることで、過給機３０（コンプレッサホイール３２）による吸入空気の圧縮を実質的に停止させることができる。 The wastegate valve 34 of the turbocharger 30 is a flow control valve, and as shown in FIG. ing. By adjusting the opening of the waste gate valve 34, the ratio between the amount of exhaust gas flowing through the bypass pipe 165 and the amount of exhaust gas rotating the turbine wheel 31 and the compressor wheel 32 can be changed. That is, in the supercharger 30 , the supercharging pressure Pc in the engine 10 can be adjusted by adjusting the opening of the wastegate valve 34 . Further, by fully opening the waste gate valve 34, the compression of the intake air by the supercharger 30 (compressor wheel 32) can be substantially stopped.

過給機３０のブローオフバルブ３５は、図１に示すように、コンプレッサハウジング１６０（コンプレッサホイール３２）を迂回するように吸気管１６に接続されたバイパス管１６５に設置されている。かかるブローオフバルブ３５を開弁させることで、吸気管１６のコンプレッサホイール３２とスロットルバルブ１７との間における圧力（余剰圧力）を解放することができる。これにより、スロットルバルブ１７の応答性の悪化やサージングの発生を抑制することが可能となる。なお、ブローオフバルブ３５は、コンプレッサホイール３２の下流側における圧力が上流側における圧力よりも所定値以上高くなると開弁する逆止弁であってもよい。 The blow-off valve 35 of the turbocharger 30 is installed in a bypass pipe 165 connected to the intake pipe 16 so as to bypass the compressor housing 160 (compressor wheel 32), as shown in FIG. By opening the blow-off valve 35, the pressure (surplus pressure) between the compressor wheel 32 of the intake pipe 16 and the throttle valve 17 can be released. As a result, it becomes possible to suppress the deterioration of the responsiveness of the throttle valve 17 and the occurrence of surging. The blow-off valve 35 may be a check valve that opens when the pressure on the downstream side of the compressor wheel 32 becomes higher than the pressure on the upstream side by a predetermined value or more.

エンジン１０を制御するエンジンＥＣＵ１００は、図示しないＣＰＵ，ＲＯＭ，ＲＡＭ、入出力インターフェース等を有するマイクロコンピュータや、各種駆動回路、各種ロジックＩＣ等を含む。また、エンジンＥＣＵ１００は、図２に示すように、クランク角センサ１４ａやエアフローメータ１６ａ、吸気圧センサ１６ｐ、過給圧センサ１６ｃ、吸気温センサ１６ｔ、スロットル開度センサ１７ｏ、サージ圧センサ１８ｐ、温度センサ１８ｔ、上流側空燃比センサ２２ｆ、下流側空燃比センサ２２ｒ、排ガス温度センサ２２ｔ、水温センサ２５ｔ、外気温センサ２８、大気圧センサ２９等の検出値を図示しない入力ポートを介して取得する。 An engine ECU 100 that controls the engine 10 includes a microcomputer having a CPU, ROM, RAM, and input/output interfaces (not shown), various drive circuits, various logic ICs, and the like. 2, the engine ECU 100 includes a crank angle sensor 14a, an air flow meter 16a, an intake pressure sensor 16p, a boost pressure sensor 16c, an intake air temperature sensor 16t, a throttle opening sensor 17o, a surge pressure sensor 18p, a temperature Detected values from the sensor 18t, the upstream air-fuel ratio sensor 22f, the downstream air-fuel ratio sensor 22r, the exhaust gas temperature sensor 22t, the water temperature sensor 25t, the outside air temperature sensor 28, the atmospheric pressure sensor 29, etc. are acquired via input ports (not shown).

クランク角センサ１４ａは、クランクシャフト１４の回転位置（クランクポジション）を検出する。エアフローメータ１６ａは、吸気管１６のコンプレッサホイール３２の上流側で吸入空気量Ｑａを検出する。吸気圧センサ１６ｐは、吸気管１６のコンプレッサホイール３２の上流側における吸気圧Ｐｉｎを検出する。吸気温センサ１６ｔは、吸気管１６のコンプレッサホイール３２の上流側で吸気温度Ｔｉｎを検出する。過給圧センサ１６ｃは、吸気管１６のコンプレッサハウジング１６０とインタークーラ３９との間でコンプレッサホイール３２により圧縮された空気の圧力である過給圧Ｐｃを検出する。スロットル開度センサ１７ｏは、スロットルバルブ１７の開度ＴＨを検出する。サージ圧センサ１８ｐは、サージタンク１８内の空気の圧力であるサージ圧Ｐｓを検出し、温度センサ１８ｔは、サージタンク１８内の空気の温度であるサージ温度Ｔｓを検出する。上流側空燃比センサ２２ｆは、上流側浄化装置２３の上流側で当該上流側浄化装置２３に流入する排ガスの空燃比である上流側空燃比ＡＦｆを検出し、下流側空燃比センサ２２ｒは、上流側浄化装置２３の下流側で下流側浄化装置２４に流入する排ガスの空燃比である下流側空燃比ＡＦｒを検出する。排ガス温度センサ２２ｔは、排気管２２の上流側浄化装置２３と下流側浄化装置２４との間の部分を流通する排ガスの温度Ｔｅｇを検出する。 The crank angle sensor 14 a detects the rotational position (crank position) of the crank shaft 14 . The airflow meter 16a detects the intake air amount Qa on the upstream side of the compressor wheel 32 of the intake pipe 16 . The intake pressure sensor 16p detects the intake pressure Pin in the intake pipe 16 upstream of the compressor wheel 32 . The intake air temperature sensor 16t detects the intake air temperature Tin on the upstream side of the compressor wheel 32 of the intake pipe 16 . The supercharging pressure sensor 16 c detects a supercharging pressure Pc, which is the pressure of air compressed by the compressor wheel 32 between the compressor housing 160 of the intake pipe 16 and the intercooler 39 . A throttle opening sensor 17 o detects the opening TH of the throttle valve 17 . The surge pressure sensor 18p detects a surge pressure Ps, which is the pressure of the air inside the surge tank 18, and the temperature sensor 18t detects a surge temperature Ts, which is the temperature of the air inside the surge tank 18. FIG. The upstream air-fuel ratio sensor 22f detects an upstream air-fuel ratio AFf, which is the air-fuel ratio of the exhaust gas flowing into the upstream purification device 23 on the upstream side of the upstream purification device 23. The downstream air-fuel ratio sensor 22r detects the upstream air-fuel ratio AFf. A downstream side air-fuel ratio AFr, which is the air-fuel ratio of the exhaust gas flowing into the downstream side purification device 24, is detected on the downstream side of the side purification device 23. FIG. The exhaust gas temperature sensor 22t detects the temperature Teg of exhaust gas flowing through a portion of the exhaust pipe 22 between the upstream purification device 23 and the downstream purification device 24 .

エンジンＥＣＵ１００は、クランク角センサ１４ａからのクランクポジションに基づいてエンジン１０（クランクシャフト１４）の回転数Ｎｅを算出すると共に、エアフローメータ１６ａからの吸入空気量Ｑａとエンジン１０の回転数Ｎｅとに基づいて負荷率ＫＬを算出する。負荷率ＫＬは、エンジン１０の１サイクルあたりの行程容積に対する１サイクル中に実際に吸入される空気の容積の割合である。そして、エンジンＥＣＵ１００は、回転数Ｎｅや負荷率ＫＬ等に基づいて、スロットルバルブ１７や、複数の燃料噴射弁２０、複数の点火プラグ２１等を制御する。更に、エンジンＥＣＵ１００は、過給機３０のウェイストゲートバルブ３４およびブローオフバルブ３５、電動ポンプ２６、過給機３０の冷却系統に含まれる図示しない電動ポンプ等を制御する。 The engine ECU 100 calculates the rotation speed Ne of the engine 10 (crankshaft 14) based on the crank position from the crank angle sensor 14a, and based on the intake air amount Qa from the air flow meter 16a and the rotation speed Ne of the engine 10. to calculate the load factor KL. The load factor KL is the ratio of the volume of air actually taken in during one cycle to the stroke volume of the engine 10 per cycle. The engine ECU 100 controls the throttle valve 17, the plurality of fuel injection valves 20, the plurality of spark plugs 21, etc. based on the rotation speed Ne, the load factor KL, and the like. Further, the engine ECU 100 controls a waste gate valve 34 and a blow-off valve 35 of the supercharger 30, an electric pump 26, an electric pump (not shown) included in a cooling system of the supercharger 30, and the like.

また、エンジンＥＣＵ１００は、エンジン１０を搭載した車両がシステム起動されている間、所定時間（微小時間）おきに図３のルーチンを繰り返し実行して下流側浄化装置２４（パティキュレートフィルタ２４０）の推定温度（推定床温）Ｔｃｒ１を導出する。図３のルーチンの開始に際し、エンジンＥＣＵ１００は、排ガス温度センサ２２ｔにより検出された排ガスの温度Ｔｅｇを取得する（ステップＳ１）。更に、エンジンＥＣＵ１００は、取得した温度Ｔｅｇに基づいて、最新の下流側浄化装置２４の推定温度Ｔｃｒ１を導出し（ステップＳ２）、図３のルーチンを一旦終了させる。ステップＳ２において、エンジンＥＣＵ１００は、排ガスの温度Ｔｅｇや、排気管２２の上流側浄化装置２３と下流側浄化装置２４との間の部分と排ガスとの熱伝達量、排気管２２の上流側浄化装置２３と下流側浄化装置２４との間の部分から放熱される熱量等に基づいて下流側浄化装置２４すなわちパティキュレートフィルタ２４０の前端あるいは中央部における温度を推定し、推定した温度を最新の下流側浄化装置２４の推定温度Ｔｃｒ１としてＲＡＭに格納する。 Further, the engine ECU 100 repeatedly executes the routine of FIG. A temperature (estimated bed temperature) Tcr1 is derived. At the start of the routine of FIG. 3, the engine ECU 100 acquires the exhaust gas temperature Teg detected by the exhaust gas temperature sensor 22t (step S1). Furthermore, the engine ECU 100 derives the latest estimated temperature Tcr1 of the downstream purification device 24 based on the acquired temperature Teg (step S2), and once terminates the routine of FIG. In step S2, the engine ECU 100 determines the temperature Teg of the exhaust gas, the amount of heat transfer between the portion of the exhaust pipe 22 between the upstream side purification device 23 and the downstream side purification device 24 and the exhaust gas, and the upstream side purification device of the exhaust pipe 22. 23 and the downstream purification device 24, the temperature at the front end or central portion of the downstream purification device 24, that is, the particulate filter 240, is estimated based on the amount of heat radiated from the portion between 23 and the downstream purification device 24. The estimated temperature Tcr1 of the purifier 24 is stored in the RAM.

更に、エンジンＥＣＵ１００は、エンジン１０を搭載した車両がシステム起動されている間、所定時間（微小時間）おきに図４のルーチンを繰り返し実行し、上流側浄化装置２３すなわち排ガス浄化触媒２３０の推定温度（推定床温）Ｔｃｆ２と、下流側浄化装置２４すなわちパティキュレートフィルタ２４０の推定温度（推定床温）Ｔｃｒ２を導出する。図４のルーチンの開始に際し、エンジンＥＣＵ１００は、吸気温センサ１６ｔにより検出された吸気温度Ｔｉｎや、吸気圧センサ１６ｐにより検出された吸気圧Ｐｉｎ（絶対圧）、過給圧センサ１６ｃにより検出された過給圧Ｐｃ（絶対圧）、複数の排気ポートから流出してタービンハウジング２２０（タービンホイール３１）に流入する排ガスの温度である入ガス温度Ｔｔｉといった温度推定に必要なデータを取得する（ステップＳ１０）。入ガス温度Ｔｔｉは、エンジン１０の回転数Ｎｅや負荷率ＫＬ、上流側空燃比ＡＦｆ等に基づいて別途推定されたものである。 Furthermore, the engine ECU 100 repeatedly executes the routine of FIG. (Estimated bed temperature) Tcf2 and the estimated temperature (estimated bed temperature) Tcr2 of the downstream purification device 24, that is, the particulate filter 240 are derived. 4, the engine ECU 100 controls the intake air temperature Tin detected by the intake air temperature sensor 16t, the intake pressure Pin (absolute pressure) detected by the intake pressure sensor 16p, and the intake pressure Pin (absolute pressure) detected by the boost pressure sensor 16c. Data necessary for estimating the temperature, such as the supercharging pressure Pc (absolute pressure) and the incoming gas temperature Tti, which is the temperature of the exhaust gas flowing out of the plurality of exhaust ports and flowing into the turbine housing 220 (turbine wheel 31), are acquired (step S10). ). The incoming gas temperature Tti is separately estimated based on the rotational speed Ne of the engine 10, the load factor KL, the upstream air-fuel ratio AFf, and the like.

ステップＳ１０の処理の後、エンジンＥＣＵ１００は、次式（１）を用いて、タービンハウジング２２０（タービンホイール３１）から下流側に流出する排ガスの温度である出ガス温度Ｔｔｏを推定（算出）する（ステップＳ２０）。式（１）において、“Ｔｔｉ”は、ステップＳ２００にて取得された入ガス温度Ｔｔｉである。また、式（１）において、“Ｔｃｉ”は、コンプレッサハウジング１６０（コンプレッサホイール３２）に流入する空気の温度であり、本実施形態では、温度Ｔｃｉとして、ステップＳ２００にて取得された吸気温度Ｔｉｎが用いられる。ただし、温度Ｔｃｉとして、外気温センサ２８により検出された外気温度Ｔｏｕｔが用いられてもよい。更に、式（１）において、“Ｐｃｉ”は、コンプレッサハウジング１６０に流入する空気の圧力であり、本実施形態では、圧力Ｐｃｉとして、ステップＳ２００にて取得された吸気圧Ｐｉｎ（絶対圧）が用いられる。ただし、圧力Ｐｃｉとして、大気圧センサ２９により検出された大気圧Ｐｏｕｔが用いられてもよい。また、式（１）において、“Ｐｃｏ”は、コンプレッサホイール３２から送り出される空気（圧縮空気）の圧力であり、本実施形態では、圧力Ｐｃｏとして、ステップＳ２００にて取得された過給圧Ｐｃ（絶対圧）が用いられる。更に、式（１）において、“Ｋｉｅ”は、エンジン１０の吸入空気と排ガスとの比熱比である。 After the process of step S10, the engine ECU 100 uses the following equation (1) to estimate (calculate) the outlet gas temperature Tto, which is the temperature of the exhaust gas flowing downstream from the turbine housing 220 (turbine wheel 31) ( step S20). In equation (1), "Tti" is the incoming gas temperature Tti obtained in step S200. Further, in equation (1), "Tci" is the temperature of the air flowing into the compressor housing 160 (compressor wheel 32). Used. However, the outside air temperature Tout detected by the outside air temperature sensor 28 may be used as the temperature Tci. Furthermore, in equation (1), "Pci" is the pressure of the air flowing into the compressor housing 160, and in this embodiment, the intake pressure Pin (absolute pressure) acquired in step S200 is used as the pressure Pci. be done. However, the atmospheric pressure Pout detected by the atmospheric pressure sensor 29 may be used as the pressure Pci. In the formula (1), "Pco" is the pressure of the air (compressed air) sent out from the compressor wheel 32. In this embodiment, the pressure Pco is the supercharging pressure Pc ( absolute pressure) is used. Furthermore, in equation (1), "Kie" is the specific heat ratio between the intake air of the engine 10 and the exhaust gas.

Figure 2023002297000002
Figure 2023002297000002

上記式（１）は、次のような手順に経て導出される。すなわち、状態（Ｐ１，Ｖ１，Ｔ１）から状態（Ｐ２，Ｖ２，Ｔ２）へと断熱的に変化したときの理想気体の仕事量Ｗは、ポアソンの法則および気体の状態方程式より、次式（２），（３）および（４）のように表すことができる。また、式（３）において、Ｔ１＝Ｔｃｉ，Ｐ１＝Ｐｃｉ，Ｐ２＝Ｐｃｏ，Ｋ＝Ｋｉ（ただし、“Ｋｉ”は、吸入空気の比熱比である。）とすれば、コンプレッサホイール３２によるエネルギの消費仕事（圧縮仕事）Ｗｃが得られる。更に、式（４）において、Ｔ１＝Ｔｔｉ，Ｔ２＝Ｔｔｏ，Ｋ＝Ｋｅ（ただし、“Ｋｅ”は、排ガスの比熱比である。）とすれば、タービンホイール３１によるエネルギの回収仕事（膨張仕事）Ｗｔが得られる。 The above formula (1) is derived through the following procedure. That is, the work W of an ideal gas when it adiabatically changes from the state (P1, V1, T1) to the state (P2, V2, T2) is given by the following equation (2 ), (3) and (4). If T1=Tci, P1=Pci, P2=Pco, and K=Ki (where "Ki" is the specific heat ratio of the intake air) in equation (3), the energy output by the compressor wheel 32 is Consumed work (compression work) Wc is obtained. Furthermore, in equation (4), if T1=Tti, T2=Tto, and K=Ke (where "Ke" is the specific heat ratio of the exhaust gas), the energy recovery work (expansion work) by the turbine wheel 31 is ) Wt is obtained.

Figure 2023002297000003
Figure 2023002297000003

また、タービンホイール３１とコンプレッサホイール３２との間の伝達効率が１００％であると仮定すれば、コンプレッサホイール３２による消費仕事Ｗｃとタービンホイール３１による回収仕事Ｗｔとが等しくなり、式（３）＝式（４）として、次式（５）を得ることができる。更に、簡単のために、断熱効率が１００％であり、かつＫｉ＝Ｋｅであると仮定すれば、次式（６）が得られ、式（６）を整理することで、上記式（１）が得られる。このようにして導出される式（１）を用いることにより、タービンホイール３１の出ガス温度Ｔｔｏをより適正に推定することが可能となる。 Further, assuming that the transmission efficiency between the turbine wheel 31 and the compressor wheel 32 is 100%, the work Wc consumed by the compressor wheel 32 and the work Wt recovered by the turbine wheel 31 are equal, and equation (3)= The following equation (5) can be obtained as the equation (4). Furthermore, for simplicity, assuming that the adiabatic efficiency is 100% and that Ki = Ke, the following equation (6) is obtained, and by rearranging the equation (6), the above equation (1) is obtained. By using the formula (1) derived in this way, it becomes possible to more properly estimate the output gas temperature Tto of the turbine wheel 31 .

Figure 2023002297000004
Figure 2023002297000004

次いで、エンジンＥＣＵ１００は、推定したタービンホイール３１の出ガス温度Ｔｔｏと、排気管２２のタービンホイール３１と上流側浄化装置２３との間の部分と排ガスとの熱伝達量や、排気管２２のタービンホイール３１と上流側浄化装置２３との間の部分から放熱される熱量等に基づいて上流側浄化装置２３すなわち排ガス浄化触媒２３０の前端あるいは中央部における温度を推定し、推定した温度を最新の上流側浄化装置２３の推定温度Ｔｃｆ２としてＲＡＭに格納する（ステップＳ３０）。更に、エンジンＥＣＵ１００は、上流側浄化装置２３の推定温度Ｔｃｆ２と、排気管２２の上流側浄化装置２３と下流側浄化装置２４との間の部分と排ガスとの熱伝達量や、排気管２２の上流側浄化装置２３と下流側浄化装置２４との間の部分から放熱される熱量等に基づいて下流側浄化装置２４すなわちパティキュレートフィルタ２４０の前端あるいは中央部における温度を推定し、推定した温度を最新の下流側浄化装置２４の推定温度Ｔｃｒ２としてＲＡＭに格納し（ステップＳ４０）、図３のルーチンを一旦終了させる。 Next, the engine ECU 100 determines the estimated output gas temperature Tto of the turbine wheel 31, the amount of heat transfer between the portion of the exhaust pipe 22 between the turbine wheel 31 and the upstream purification device 23 and the exhaust gas, and the turbine of the exhaust pipe 22. Based on the amount of heat radiated from the portion between the wheel 31 and the upstream purification device 23, the temperature at the front end or central portion of the upstream purification device 23, that is, the exhaust gas purification catalyst 230 is estimated, and the estimated temperature is used as the latest upstream temperature. The estimated temperature Tcf2 of the side purification device 23 is stored in the RAM (step S30). Furthermore, the engine ECU 100 determines the estimated temperature Tcf2 of the upstream purification device 23, the amount of heat transfer between the portion of the exhaust pipe 22 between the upstream purification device 23 and the downstream purification device 24 and the exhaust gas, Based on the amount of heat radiated from the portion between the upstream purification device 23 and the downstream purification device 24, the temperature at the front end or central portion of the downstream purification device 24, that is, the particulate filter 240 is estimated, and the estimated temperature is It is stored in the RAM as the latest estimated temperature Tcr2 of the downstream purification device 24 (step S40), and the routine of FIG. 3 is terminated once.

さて、上述のような下流側浄化装置２４すなわちパティキュレートフィルタ２４０を含むエンジン１０では、当該パティキュレートフィルタ２４０における粒子状物質の堆積量Ｄｐｍが増加した段階で、多くの空気すなわち酸素をパティキュレートフィルタ２４０に送り込み、粒子状物質を燃焼させる必要がある。その一方で、パティキュレートフィルタ２４０の再生に際しては、粒子状物質の反応熱によりパティキュレートフィルタ２４０が過熱されてしまうおそれもある。このため、エンジン１０を搭載した車両では、当該車両のアクセルペダルの踏み込みが解除されることを条件として含むフューエルカット実行条件が成立すると、パティキュレートフィルタ２４０の過熱を抑制しつつ粒子状物質を燃焼させてパティキュレートフィルタ２４０を再生させるために、図５に示すフューエルカット許否ルーチンがエンジンＥＣＵ１００により所定時間（微少時間）おきに繰り返し実行される。 Now, in the engine 10 including the downstream purification device 24, that is, the particulate filter 240 as described above, at the stage when the particulate matter deposition amount Dpm in the particulate filter 240 increases, a large amount of air, that is, oxygen is removed from the particulate filter. 240 to burn the particulate matter. On the other hand, when the particulate filter 240 is regenerated, the particulate filter 240 may be overheated due to the reaction heat of the particulate matter. Therefore, in the vehicle equipped with the engine 10, when the fuel cut execution condition including the condition that the depression of the accelerator pedal of the vehicle is released, the particulate matter is burned while suppressing the overheating of the particulate filter 240. 5 is repeatedly executed by the engine ECU 100 every predetermined time (minute time).

図５のルーチンの開始に際し、エンジンＥＣＵ１００は、排ガス温度センサ２２ｔにより検出された排ガスの温度Ｔｅｇに基づいて推定された下流側浄化装置２４（パティキュレートフィルタ２４０）の推定温度Ｔｃｒ１や、フューエルカット経過時間（ＦＣ経過時間）ｔｆｃ、パティキュレートフィルタ２４０における粒子状物質の堆積量Ｄｐｍといった制御に必要なデータを取得する（ステップＳ１００）。フューエルカット経過時間（ＦＣ経過時間）ｔｆｃは、フューエルカットの実行が開始されてからの経過時間であり、図示しないタイマにより計時されると共にフューエルカットの解除に応じてリセットされるものである。粒子状物質の堆積量Ｄｐｍは、燃料噴射の実行に伴って各燃焼室１２から排出された粒子状物質の排出量（正の値）と、アクセルペダルの踏み込み解除等によるフューエルカットの実行に伴ってパティキュレートフィルタ２４０で燃焼させられた粒子状物質の量（燃焼量：負の値）とを積算することにより別途算出されているものである。粒子状物質の排出量は、エンジン１０の回転数Ｎｅや吸入空気量Ｑａ、水温Ｔｗ、エンジン１０の始動から運転停止されるまでの間の積算吸入空気量ΣＱａ等に基づいて導出（推定）される。また、粒子状物質の燃焼量は、粒子状物質の堆積量Ｄｐｍと、下流側浄化装置２４（パティキュレートフィルタ２４０）の推定温度Ｔｃｒ１と、エンジン１０の吸入空気量Ｑａ等に基づいて導出（推定）される。 At the start of the routine of FIG. 5, the engine ECU 100 controls the estimated temperature Tcr1 of the downstream purification device 24 (particulate filter 240) estimated based on the exhaust gas temperature Teg detected by the exhaust gas temperature sensor 22t, and the fuel cut progress. Data necessary for control such as the time (FC elapsed time) tfc and the amount Dpm of particulate matter accumulated in the particulate filter 240 are obtained (step S100). A fuel cut elapsed time (FC elapsed time) tfc is the elapsed time from the start of the fuel cut, which is measured by a timer (not shown) and reset when the fuel cut is canceled. The particulate matter accumulation amount Dpm is the emission amount (positive value) of particulate matter discharged from each combustion chamber 12 due to the fuel injection, and the fuel cut due to the release of the accelerator pedal. It is separately calculated by integrating the amount of particulate matter (amount of combustion: negative value) burned by the particulate filter 240 . The emission amount of particulate matter is derived (estimated) based on the rotation speed Ne of the engine 10, the intake air amount Qa, the water temperature Tw, the integrated intake air amount ΣQa from the start of the engine 10 until the operation is stopped, and the like. be. Further, the amount of particulate matter burned is derived (estimated ) is done.

ステップＳ１００の処理の後、エンジンＥＣＵ１００は、取得したパティキュレートフィルタ２４０の推定温度Ｔｃｒ１と粒子状物質の堆積量Ｄｐｍとに基づいて、フューエルカット許可時間（ＦＣ許可時間）ｔｆｃｒｅｆを設定する（ステップＳ１１０）。フューエルカット許可時間ｔｆｃｒｅｆは、パティキュレートフィルタ２４０の温度＝Ｔｃｒ１であり、かつ堆積量＝Ｄｐｍであるときに、フューエルカットが継続して実行されても当該パティキュレートフィルタ２４０を過熱させない時間である。ステップＳ１１０において、エンジンＥＣＵ１００は、図示しないマップから推定温度Ｔｃｒ１と堆積量Ｄｐｍとに対応したフューエルカット許可時間ｔｆｃｒｅｆを導出する。当該マップは、実験・解析を経て、堆積量Ｄｐｍが増加するに従ってフューエルカット許可時間ｔｆｃｒｅｆを短くし、かつ推定温度Ｔｃｒ１が高くなるに従ってフューエルカット許可時間ｔｆｃｒｅｆを短くするように予め作成されたものである。 After the process of step S100, engine ECU 100 sets a fuel cut permission time (FC permission time) tfcref based on the acquired estimated temperature Tcr1 of particulate filter 240 and particulate matter accumulation amount Dpm (step S110 ). The fuel cut permission time tfcref is a time during which the particulate filter 240 is not overheated even if the fuel cut is continued when the temperature of the particulate filter 240=Tcr1 and the amount of deposition=Dpm. In step S110, engine ECU 100 derives fuel cut permission time tfcref corresponding to estimated temperature Tcr1 and accumulation amount Dpm from a map (not shown). This map was created in advance through experiments and analyses, so that the fuel cut permission time tfcref is shortened as the accumulation amount Dpm increases, and the fuel cut permission time tfcref is shortened as the estimated temperature Tcr1 increases. be.

次いで、エンジンＥＣＵ１００は、ステップＳ１００にて取得したフューエルカット経過時間がステップＳ１１０にて設定したフューエルカット許可時間ｔｆｃｒｅｆ以下であるか否かを判定する（ステップＳ１２０）。フューエルカット経過時間がフューエルカット許可時間ｔｆｃｒｅｆ以下であると判定した場合（ステップＳ１２０：ＹＥＳ）、エンジンＥＣＵ１００は、フューエルカットを継続させてもパティキュレートフィルタ２４０を過熱させるおそれがないとみなして、フューエルカットの実行（継続）を許可し（ステップＳ１３０）、図５のルーチンを一旦終了させる。これに対して、フューエルカット経過時間がフューエルカット許可時間ｔｆｃｒｅｆを上回っていると判定した場合（ステップＳ１２０：ＮＯ）、エンジンＥＣＵ１００は、フューエルカットを継続させるとパティキュレートフィルタ２４０を過熱させるおそれがあるとみなして、フューエルカットの実行（継続）を禁止し（ステップＳ１４０）、図５のルーチンを一旦終了させる。 Next, engine ECU 100 determines whether or not the fuel cut elapsed time acquired in step S100 is equal to or less than fuel cut permission time tfcref set in step S110 (step S120). If it is determined that the elapsed fuel cut time is equal to or less than the fuel cut permission time tfcref (step S120: YES), the engine ECU 100 determines that there is no risk of overheating the particulate filter 240 even if the fuel cut continues. Execution (continuation) of cutting is permitted (step S130), and the routine of FIG. 5 is once terminated. On the other hand, if it is determined that the fuel cut elapsed time exceeds the fuel cut permission time tfcref (step S120: NO), the engine ECU 100 may overheat the particulate filter 240 if the fuel cut is continued. , the execution (continuation) of the fuel cut is prohibited (step S140), and the routine of FIG. 5 is once terminated.

このように、パティキュレートフィルタ２４０の推定温度Ｔｃｒ１および堆積量Ｄｐｍに応じたフューエルカット許可時間ｔｆｃｒｅｆの範囲内でエンジン１０のフューエルカットを許容することで、パティキュレートフィルタ２４０の過熱を抑制しつつ、粒子状物質を燃焼させて当該パティキュレートフィルタ２４０の目詰まりを良好に抑制することが可能となる。なお、アクセルペダルの踏み込みが解除された状態でステップＳ１４０にてフューエルカットが禁止された場合、エンジンＥＣＵ１００は、吸入空気量Ｑａが予め定められた最小吸入空気量になるようにスロットルバルブ１７を制御すると共に、当該最小吸入空気量に応じた量の燃料を噴射するように複数の燃料噴射弁２０を制御する。これにより、エンジン１０は、走行抵抗を越える駆動力（トルク）を出力することなく当該最小吸入空気量に対応した回転数（例えば、アイドル回転数）で回転する。 In this way, by allowing the fuel cut of engine 10 within the range of fuel cut permission time tfcref corresponding to estimated temperature Tcr1 of particulate filter 240 and deposition amount Dpm, overheating of particulate filter 240 is suppressed. It is possible to favorably suppress clogging of the particulate filter 240 by burning the particulate matter. When the fuel cut is prohibited in step S140 while the accelerator pedal is released, the engine ECU 100 controls the throttle valve 17 so that the intake air amount Qa becomes a predetermined minimum intake air amount. At the same time, the plurality of fuel injection valves 20 are controlled so as to inject an amount of fuel corresponding to the minimum intake air amount. As a result, the engine 10 rotates at a rotation speed (for example, idle rotation speed) corresponding to the minimum intake air amount without outputting a driving force (torque) exceeding the running resistance.

続いて、図６を参照しながら、エンジン１０における上流側浄化装置２３の異常判定手順について説明する。図６は、エンジン１０を搭載した車両がシステム起動されている間に、エンジンＥＣＵ１００により所定時間おきに繰り返し実行される異常判定ルーチンを例示するフローチャートである。本実施形態において、エンジンＥＣＵ１００は、上流側浄化装置２３の異常の有無を判定するために、排ガス浄化触媒２３０に流入する排ガスの空燃比をリーン側とリッチ側とに強制的かつ交互に変化させて当該排ガス浄化触媒２３０の酸素吸蔵量をゼロと最大吸蔵量との間で変動させるアクティブ空燃比制御を実行する。 Next, a procedure for determining abnormality of the upstream purification device 23 in the engine 10 will be described with reference to FIG. FIG. 6 is a flowchart illustrating an abnormality determination routine that is repeatedly executed by the engine ECU 100 at predetermined time intervals while the system of the vehicle in which the engine 10 is installed is activated. In this embodiment, the engine ECU 100 forcibly and alternately changes the air-fuel ratio of the exhaust gas flowing into the exhaust gas purification catalyst 230 between the lean side and the rich side in order to determine whether or not the upstream purification device 23 is abnormal. Then, active air-fuel ratio control is executed to vary the oxygen storage amount of the exhaust gas purifying catalyst 230 between zero and the maximum storage amount.

図６のルーチンの開始に際し、エンジンＥＣＵ１００は、上流側浄化装置２３の推定温度Ｔｃｆ２、下流側浄化装置２４の推定温度Ｔｃｒ２、排気管２２における排ガスの流速、大気圧センサ２９により検出された大気圧Ｐｏｕｔ等の異常判定に必要なデータを取得する（ステップＳ２００）。推定温度Ｔｃｆ２およびＴｃｒ２は、図４のルーチンの実行により別途推定されたものであり、排ガスの流速は、吸入空気量Ｑａに基づいて別途導出されたものである。ステップＳ２００の処理の後、エンジンＥＣＵ１００は、取得した上流側浄化装置２３の推定温度Ｔｃｆ２が予め定められた閾値Ｔｃｆ２ａｃｔ（例えば、６００℃程度）以上であるか否かを判定する（ステップＳ２１０）。閾値Ｔｃｆ２ａｃｔは、上流側浄化装置２３の排ガス浄化触媒２３０が活性化されているか否かを判定するためのものであり、排ガス浄化触媒２３０の活性温度に基づいて予め定められている。 At the start of the routine of FIG. Data necessary for abnormality determination such as Pout is acquired (step S200). The estimated temperatures Tcf2 and Tcr2 are separately estimated by executing the routine of FIG. 4, and the flow velocity of the exhaust gas is separately derived based on the intake air amount Qa. After the process of step S200, the engine ECU 100 determines whether or not the acquired estimated temperature Tcf2 of the upstream purification device 23 is equal to or higher than a predetermined threshold Tcf2act (for example, about 600° C.) (step S210). The threshold Tcf2act is for determining whether or not the exhaust gas purification catalyst 230 of the upstream side purification device 23 is activated, and is predetermined based on the activation temperature of the exhaust gas purification catalyst 230 .

上流側浄化装置２３の推定温度Ｔｃｆ２が閾値Ｔｃｆ２ａｃｔ以上であると判定した場合（ステップＳ２１０：ＹＥＳ）、エンジンＥＣＵ１００は、ステップＳ２００にて取得した下流側浄化装置２４の推定温度Ｔｃｒ２が予め定められた閾値Ｔｃｒ２ａｃｔ（例えば、４５０℃程度）以上であるか否かを判定する（ステップＳ２２０）。閾値Ｔｃｒ２ａｃｔは、下流側浄化装置２４のパティキュレートフィルタ２４０に担持された触媒が活性化されているか否かを判定するためのものであり、当該触媒の活性温度に基づいて予め定められている。下流側浄化装置２４の推定温度Ｔｃｒ２が閾値Ｔｃｒ２ａｃｔ以上であると判定した場合（ステップＳ２２０：ＹＥＳ）、エンジンＥＣＵ１００は、ステップＳ２００にて取得した排ガスの流速や大気圧Ｐｏｕｔ等に関連したアクティブ空燃比制御の他の実行条件が成立しているか否かを判定する（ステップＳ２３０）。 When it is determined that the estimated temperature Tcf2 of the upstream purification device 23 is equal to or higher than the threshold value Tcf2act (step S210: YES), the engine ECU 100 determines that the estimated temperature Tcr2 of the downstream purification device 24 acquired in step S200 is set in advance. It is determined whether or not the temperature is equal to or higher than a threshold value Tcr2act (for example, about 450° C.) (step S220). The threshold Tcr2act is for determining whether or not the catalyst supported on the particulate filter 240 of the downstream purification device 24 is activated, and is predetermined based on the activation temperature of the catalyst. When it is determined that the estimated temperature Tcr2 of the downstream purification device 24 is equal to or higher than the threshold Tcr2act (step S220: YES), the engine ECU 100 determines the active air-fuel ratio related to the flow velocity of the exhaust gas, the atmospheric pressure Pout, etc. acquired in step S200. It is determined whether or not other execution conditions for control are satisfied (step S230).

ステップＳ２１０，Ｓ２２０およびＳ２３０のすべてにおいて肯定判定を行った場合（ステップＳ２３０：ＹＥＳ）、エンジンＥＣＵ１００は、アクティブ空燃比制御を実行する（ステップＳ２４０）。ステップＳ２４０において、エンジンＥＣＵ１００は、上流側浄化装置２３に流入する排ガスの空燃比、すなわち上流側空燃比センサ２２ｆにより検出される空燃比の目標値を予め定められたリーン空燃比に設定し、上流側浄化装置２３の下流側に配置された下流側空燃比センサ２２ｒにより検出される空燃比が理論空燃比よりも大きい（リーンな）リーン判定空燃比に達すると、上流側空燃比センサ２２ｆにより検出される空燃比の目標値を予め定められたリッチ空燃比に設定する。更に、ステップＳ２４０において、上流側浄化装置２３の下流側に配置された下流側空燃比センサ２２ｒにより検出される空燃比が理論空燃比よりも小さい（リッチな）リッチ判定空燃比に達すると、上流側空燃比センサ２２ｆにより検出される空燃比の目標値を上記リーン空燃比に設定する。そして、ステップＳ２４０において、エンジンＥＣＵ１００は、当該目標値の切り替えを予め定められた回数だけ実行する。 If affirmative determinations are made in all of steps S210, S220 and S230 (step S230: YES), engine ECU 100 executes active air-fuel ratio control (step S240). In step S240, the engine ECU 100 sets the target value of the air-fuel ratio of the exhaust gas flowing into the upstream purification device 23, that is, the air-fuel ratio detected by the upstream air-fuel ratio sensor 22f, to a predetermined lean air-fuel ratio. When the air-fuel ratio detected by the downstream air-fuel ratio sensor 22r arranged downstream of the purification device 23 reaches a lean judged air-fuel ratio that is larger (lean) than the stoichiometric air-fuel ratio, it is detected by the upstream air-fuel ratio sensor 22f. The target value of the air-fuel ratio to be used is set to a predetermined rich air-fuel ratio. Furthermore, in step S240, when the air-fuel ratio detected by the downstream air-fuel ratio sensor 22r arranged on the downstream side of the upstream purification device 23 reaches a rich judged air-fuel ratio that is smaller (richer) than the stoichiometric air-fuel ratio, the upstream The target value of the air-fuel ratio detected by the side air-fuel ratio sensor 22f is set to the lean air-fuel ratio. Then, in step S240, engine ECU 100 switches the target value a predetermined number of times.

また、ステップＳ２４０において、エンジンＥＣＵ１００は、予め定められた演算式を用いて、上記目標値をリーン空燃比に設定している間に上流側浄化装置２３の排ガス浄化触媒２３０により吸蔵される酸素の量（酸素吸蔵量）を算出する。また、エンジンＥＣＵ１００は、予め定められた演算式を用いて、上記目標値をリッチ空燃比に設定している間に上流側浄化装置２３の排ガス浄化触媒２３０から放出される酸素の量（酸素放出量）を算出する。本実施形態では、上流側空燃比センサ２２ｆにより検出される空燃比の目標値がリーン空燃比とリッチ空燃比とにそれぞれ複数回（例えば、６回）ずつ設定され、酸素吸蔵量および酸素放出量は、それぞれ複数個だけ算出される。なお、アクティブ空燃比制御の実行に伴い、上流側浄化装置２３から流出するＮＯｘは、活性化している下流側浄化装置２４のパティキュレートフィルタ２４０に担持された触媒により浄化され、上流側浄化装置２３から流出する未燃燃料は、下流側浄化装置２４で燃焼させられる。 In step S240, the engine ECU 100 uses a predetermined arithmetic expression to reduce the amount of oxygen occluded by the exhaust gas purification catalyst 230 of the upstream purification device 23 while the target value is set to the lean air-fuel ratio. Calculate the amount (oxygen storage amount). Further, the engine ECU 100 uses a predetermined arithmetic expression to determine the amount of oxygen released from the exhaust gas purification catalyst 230 of the upstream purification device 23 while the target value is set to the rich air-fuel ratio (oxygen release amount). In the present embodiment, the target value of the air-fuel ratio detected by the upstream air-fuel ratio sensor 22f is set to the lean air-fuel ratio and the rich air-fuel ratio a plurality of times (for example, six times), respectively. are calculated in multiple numbers. Note that the NOx flowing out of the upstream purification device 23 is purified by the catalyst supported on the particulate filter 240 of the activated downstream purification device 24 as the active air-fuel ratio control is executed, and the upstream purification device 23 The unburned fuel flowing out from is combusted in the downstream purification device 24 .

上記アクティブ空燃比制御を実行した後、エンジンＥＣＵ１００は、それぞれ複数の酸素吸蔵量および酸素放出量の平均をとることにより上流側浄化装置２３の排ガス浄化触媒２３０の酸素吸蔵能力を示す指標Ｃｍａｘ（最大酸素吸蔵量）を算出する（ステップＳ２５０）。更に、エンジンＥＣＵ１００は、ステップＳ２５０にて算出した指標Ｃｍａｘが予め定められた閾値Ｃｒｅｆ未満あるか否かを判定する（ステップＳ２６０）。ステップＳ２６０にて用いられる閾値Ｃｒｅｆは、正常と認められる排ガス浄化触媒２３０の最大酸素吸蔵量の下限値に基づいて定められた値である。エンジンＥＣＵ１００は、指標Ｃｍａｘが閾値Ｃｒｅｆ未満であると判定した場合（ステップＳ２６０：ＹＥＳ）、上流側浄化装置２３の排ガス浄化触媒２３０に熱劣化等の異常が発生しているとみなして、車両の図示しないインストルメントパネル上に設けられた図示しない警告灯を点灯させ（ステップＳ２７０）、図６のルーチンを一旦終了させる。 After executing the active air-fuel ratio control, the engine ECU 100 averages a plurality of oxygen storage amounts and oxygen release amounts, respectively, to obtain an index Cmax (maximum oxygen storage amount) is calculated (step S250). Further, engine ECU 100 determines whether index Cmax calculated in step S250 is less than a predetermined threshold value Cref (step S260). The threshold Cref used in step S260 is a value determined based on the lower limit of the maximum oxygen storage amount of the exhaust gas purifying catalyst 230 that is recognized as normal. When the engine ECU 100 determines that the index Cmax is less than the threshold value Cref (step S260: YES), the engine ECU 100 regards that an abnormality such as thermal deterioration has occurred in the exhaust gas purification catalyst 230 of the upstream side purification device 23, A warning light (not shown) provided on an instrument panel (not shown) is turned on (step S270), and the routine of FIG. 6 is once terminated.

また、指標Ｃｍａｘが閾値Ｃｒｅｆ以上であると判定した場合（ステップＳ２６０：ＮＯ）、エンジンＥＣＵ１００は、上流側浄化装置２３の排ガス浄化触媒２３０が正常であるとみなして、ステップＳ２６０の処理を実行することなく図６のルーチンを一旦終了させる。更に、ステップＳ２１０－Ｓ２３０の何れかにおいて否定判定を行った場合、エンジンＥＣＵ１００は、ステップＳ２４０以降の処理を実行することなく図６のルーチンを一旦終了させる。 When determining that the index Cmax is equal to or greater than the threshold value Cref (step S260: NO), the engine ECU 100 assumes that the exhaust gas purification catalyst 230 of the upstream side purification device 23 is normal, and executes the process of step S260. 6 is temporarily terminated. Furthermore, if a negative determination is made in any of steps S210 to S230, engine ECU 100 temporarily terminates the routine of FIG. 6 without executing the processes after step S240.

以上説明したように、エンジン１０を制御するエンジンＥＣＵ１００は、排ガス温度センサ２２ｔにより上流側浄化装置２３と下流側浄化装置２４との間で検出された排ガスの温度Ｔｅｇから推定された下流側浄化装置２４の推定温度Ｔｃｒ１と、粒子状物質の堆積量Ｄｐｍとに基づいて、当該下流側浄化装置の状態、すなわちパティキュレートフィルタ２４０を加熱させることなくフューエルカットを継続させ得る状態にあるか否かを判定する（図５のＳ１００－Ｓ１２０）。これにより、下流側浄化装置２４に比較的近い位置で実測される排ガスの温度Ｔｅｇから図３のルーチンを実行するエンジンＥＣＵ１００（第１温度推定部）により精度よく導出（推定）された推定温度Ｔｃｒ１に基づいて、当該下流側浄化装置２４の状態を適正に把握することができる従って、エンジン１０では、下流側浄化装置２４のパティキュレートフィルタ２４０を再生させるためのフュエールカットの可否を適正に判定し、下流側浄化装置２４の過熱を抑制しつつ粒子状物質を燃焼させて、パティキュレートフィルタ２４０の目詰まりを良好に抑制することが可能となる。 As described above, the engine ECU 100 that controls the engine 10 uses the exhaust gas temperature sensor 22t to estimate the temperature Teg of the exhaust gas between the upstream purification device 23 and the downstream purification device 24. Based on the estimated temperature Tcr1 of 24 and the particulate matter deposition amount Dpm, the state of the downstream purification device, that is, whether the fuel cut can be continued without heating the particulate filter 240 is determined. determination (S100-S120 in FIG. 5). As a result, an estimated temperature Tcr1 accurately derived (estimated) by the engine ECU 100 (first temperature estimating section) that executes the routine of FIG. Based on this, the state of the downstream purification device 24 can be properly grasped. Therefore, in the engine 10, it is possible to properly determine whether or not to cut the fuel for regenerating the particulate filter 240 of the downstream purification device 24. As a result, the particulate matter is burned while suppressing overheating of the downstream purification device 24, and clogging of the particulate filter 240 can be suppressed satisfactorily.

また、エンジンＥＣＵ１００（第２温度推定部）は、図４のルーチンを実行して、排ガス温度センサ２２ｔにより検出された排ガスの温度Ｔｅｇを用いることなく上流側浄化装置２３の推定温度Ｔｃｆ２および下流側浄化装置２４の推定温度Ｔｃｒ２を導出（推定）する。更に、エンジンＥＣＵ１００は、図４のルーチンを実行して導出した上流側浄化装置２３の推定温度Ｔｃｆ２が閾値（第１の下限温度）Ｔｃｆａｃｔ以上であり、かつ図４のルーチンを実行して導出した下流側浄化装置２４の推定温度Ｔｃｒ２が閾値（第２の下限温度）Ｔｃｒａｃｔ以上であることを条件に（図６のステップＳ２００－Ｓ２３０）、上流側浄化装置２３の異常を判定するためのアクティブ空燃比制御（ステップＳ２４０）を実行する。 Further, the engine ECU 100 (second temperature estimator) executes the routine of FIG. An estimated temperature Tcr2 of the purification device 24 is derived (estimated). Furthermore, the engine ECU 100 determines that the estimated temperature Tcf2 of the upstream purification device 23 derived by executing the routine of FIG. 4 is equal to or higher than the threshold (first lower limit temperature) Tcfact, and that On the condition that the estimated temperature Tcr2 of the downstream purification device 24 is equal to or higher than the threshold (second lower limit temperature) Tcract (steps S200 to S230 in FIG. Fuel ratio control (step S240) is executed.

すなわち、エンジン１０において、上流側浄化装置２３の排ガス浄化触媒２３０が劣化した場合、当該排ガス浄化触媒２３０が劣化していない場合に比べて、上流側浄化装置２３の温度が低下し、それに応じて上流側浄化装置２３と下流側浄化装置２４との間で排ガス温度センサ２２ｔにより検出（実測）される排ガスの温度Ｔｅｇも低下する。従って、排ガス温度センサ２２ｔにより検出される排ガスの温度Ｔｅｇから推定された下流側浄化装置２４の推定温度Ｔｃｒ２に基づいてアクティブ空燃比制御（異常判定処理）の実行の可否を判定した場合、上流側浄化装置２３（排ガス浄化触媒２３０）に異常が発生しているにも拘わらず、推定温度Ｔｃｒ２が閾値Ｔｃｒａｃｔ未満になって下流側浄化装置２４が活性化していないとみなされ、アクティブ空燃比制御が実行されなくなってしまうおそれがある。また、例えば排ガス温度センサ２２ｔにより検出された排ガスの温度Ｔｅｇを用いて上流側浄化装置２３の温度を推定することも考えられるが、この場合も、排ガス浄化触媒２３０の劣化による排ガスの温度Ｔｅｇの低下に応じて上流側浄化装置２３の推定温度が低下することから、当該推定温度が閾値Ｔｃｆａｃｔ未満になり、アクティブ空燃比制御が実行されなくなってしまうおそれがある。 That is, in the engine 10, when the exhaust gas purification catalyst 230 of the upstream side purification device 23 is deteriorated, the temperature of the upstream side purification device 23 is lowered compared to when the exhaust gas purification catalyst 230 is not deteriorated. The exhaust gas temperature Teg detected (actually measured) by the exhaust gas temperature sensor 22t between the upstream purification device 23 and the downstream purification device 24 also decreases. Therefore, when determining whether or not to execute active air-fuel ratio control (abnormality determination processing) based on the estimated temperature Tcr2 of the downstream purification device 24 estimated from the exhaust gas temperature Teg detected by the exhaust gas temperature sensor 22t, the upstream side Although an abnormality has occurred in the purification device 23 (exhaust gas purification catalyst 230), the estimated temperature Tcr2 is less than the threshold value Tcract, and it is considered that the downstream purification device 24 is not activated, and the active air-fuel ratio control is stopped. It may not run. It is also conceivable to estimate the temperature of the upstream purification device 23 using the exhaust gas temperature Teg detected by the exhaust gas temperature sensor 22t, for example. Since the estimated temperature of the upstream purification device 23 decreases in accordance with the decrease, the estimated temperature may become less than the threshold Tcfact, and the active air-fuel ratio control may not be executed.

これを踏まえて、エンジンＥＣＵ１００は、排ガス温度センサ２２ｔにより検出された排ガスの温度Ｔｅｇを用いることなく推定された上流側浄化装置２３および下流側浄化装置２４の推定温度Ｔｃｆ２，Ｔｃｒ２に基づいてアクティブ空燃比制御の実行の可否を判定する（図６のステップＳ２００－Ｓ２２０）。そして、エンジンＥＣＵ１００は、少なくともステップＳ２２０にて下流側浄化装置２４の推定温度Ｔｃｒ２が閾値Ｔｃｒ２ａｃｔ以上であると判定したときに、アクティブ空燃比制御（異常判定処理）を実行する（ステップＳ２４０）。これにより、上流側浄化装置２３の排ガス浄化触媒２３０の劣化が反映されていない推定温度Ｔｃｆ２，Ｔｃｒ２に基づいてアクティブ空燃比制御の実行の可否を判定することが可能となるので、排ガス浄化触媒２３０の劣化に起因してアクティブ空燃比制御の実行条件（ステップＳ２１０，Ｓ２２０）が成立しなくなってしまうのを抑制することができる。従って、アクティブ空燃比制御が実行される機会を十分に確保して、上流側浄化装置２３の状態を良好に把握することができる。この結果、エンジンＥＣＵ１００により制御されるエンジン１０では、上流側浄化装置２３の排ガス浄化触媒２３０の異常判定と、下流側浄化装置２４のパティキュレートフィルタ２４０の状態判定との双方を適正に実行することが可能となる。 Based on this, the engine ECU 100 performs active air conditioning based on the estimated temperatures Tcf2 and Tcr2 of the upstream purification device 23 and the downstream purification device 24, which are estimated without using the exhaust gas temperature Teg detected by the exhaust gas temperature sensor 22t. It is determined whether fuel ratio control can be executed (steps S200-S220 in FIG. 6). Then, engine ECU 100 executes active air-fuel ratio control (abnormality determination processing) at least when it is determined in step S220 that estimated temperature Tcr2 of downstream purification device 24 is equal to or higher than threshold value Tcr2act (step S240). As a result, it is possible to determine whether or not to execute the active air-fuel ratio control based on the estimated temperatures Tcf2 and Tcr2 that do not reflect the deterioration of the exhaust gas purification catalyst 230 of the upstream side purification device 23. It is possible to prevent the conditions for executing the active air-fuel ratio control (steps S210 and S220) from becoming unsatisfied due to the deterioration of the air-fuel ratio. Therefore, it is possible to obtain a sufficient chance of executing the active air-fuel ratio control, and to grasp the state of the upstream purification device 23 well. As a result, in the engine 10 controlled by the engine ECU 100, both the abnormality determination of the exhaust gas purification catalyst 230 of the upstream side purification device 23 and the state determination of the particulate filter 240 of the downstream side purification device 24 can be properly executed. becomes possible.

また、エンジンＥＣＵ１００は、エンジン１０の排気ポートから流出する排ガスの温度である入ガス温度Ｔｔｉと、排ガスと排気管２２との熱伝達量と、排気管２２からの放熱量とに基づいて、上流側浄化装置２３および下流側浄化装置２４の推定温度Ｔｃｆ２，Ｔｃｒ２を導出する（図４）。より詳細には、エンジンＥＣＵ１００は、排気ポートから流出する排ガスの温度である入ガス温度Ｔｔｉに基づいて推定された過給機３０のタービンホイール３１から流出する排ガスの温度である出ガス温度Ｔｔｏと、タービンホイール３１から上流側浄化装置２３までの間における排ガスと排気管２２との熱伝達量および排気管２２からの放熱量とに基づいて上流側浄化装置２３の推定温度Ｔｃｆ２を導出（推定）する。更に、エンジンＥＣＵ１００は、上流側浄化装置２３の推定温度Ｔｃｆ２と、上流側浄化装置２３と下流側浄化装置２４との間における排ガスと排気管２２との熱伝達量および排気管２２からの放熱量とに基づいて下流側浄化装置２４の推定温度Ｔｃｒ２を導出する。これにより、上流側浄化装置２３が劣化していないと仮定して推定された上流側および下流側浄化装置２３，２４の推定温度Ｔｃｆ２，Ｔｃｒ２に基づいてアクティブ空燃比制御の実行の可否を判定することができるので、当該アクティブ空燃比制御が実行される機会を良好に確保することが可能となる。 In addition, the engine ECU 100 determines the upstream temperature based on the incoming gas temperature Tti, which is the temperature of the exhaust gas flowing out from the exhaust port of the engine 10, the amount of heat transfer between the exhaust gas and the exhaust pipe 22, and the amount of heat released from the exhaust pipe 22. Estimated temperatures Tcf2 and Tcr2 of the side purification device 23 and the downstream purification device 24 are derived (FIG. 4). More specifically, the engine ECU 100 determines the temperature of the exhaust gas flowing out from the turbine wheel 31 of the turbocharger 30 estimated based on the temperature of the exhaust gas flowing out from the exhaust port Tti, which is the temperature of the exhaust gas flowing out from the exhaust port. , the estimated temperature Tcf2 of the upstream purification device 23 is derived (estimated) based on the amount of heat transfer between the exhaust gas and the exhaust pipe 22 between the turbine wheel 31 and the upstream purification device 23 and the amount of heat radiation from the exhaust pipe 22. do. Furthermore, the engine ECU 100 determines the estimated temperature Tcf2 of the upstream purification device 23, the amount of heat transfer between the exhaust gas and the exhaust pipe 22 between the upstream purification device 23 and the downstream purification device 24, and the amount of heat radiation from the exhaust pipe 22. and the estimated temperature Tcr2 of the downstream purification device 24 is derived. Accordingly, whether or not to execute active air-fuel ratio control is determined based on the estimated temperatures Tcf2 and Tcr2 of the upstream and downstream purification devices 23 and 24, which are estimated assuming that the upstream purification device 23 has not deteriorated. Therefore, it is possible to satisfactorily secure an opportunity to execute the active air-fuel ratio control.

なお、上記ステップＳ２１０は、上流側浄化装置２３の推定温度Ｔｃｆ２が予め定められた第１の上限温度以下であるか否かを更に判定するものであってもよく、ステップＳ２２０は、下流側浄化装置２４の推定温度Ｔｃｒ２が予め定められた第２の上限温度以下であるか否かを更に判定するものであってもよい。また、上流側浄化装置２３の異常判定処理は、アクティブ空燃比制御に限られるものではなく、上流側浄化装置２３および下流側浄化装置２４が活性化されていることを実行条件に含む他の処理であってもよい。更に、エンジン１０は、バンクごとに上流側浄化装置２３および下流側浄化装置２４が設けられるＶ型エンジンであってもよく、過給機３０を含まない自然吸気エンジンであってもよい。また、エンジンＥＣＵ１００が適用されるエンジン１０は、ディーゼルエンジンであってもよく、ＬＰＧエンジンであってもよく、水素エンジンであってもよい。更に、エンジン１０を搭載する車両は、当該エンジン１０のみを動力の発生源とするものであってもよく、ハイブリッド車両であってもよい。 Note that step S210 may further determine whether or not the estimated temperature Tcf2 of the upstream purification device 23 is equal to or lower than a predetermined first upper limit temperature. Further, it may be determined whether or not the estimated temperature Tcr2 of the device 24 is equal to or lower than a predetermined second upper limit temperature. In addition, the abnormality determination processing of the upstream purification device 23 is not limited to active air-fuel ratio control, and other processing including activation of the upstream purification device 23 and the downstream purification device 24 as an execution condition. may be Furthermore, the engine 10 may be a V-type engine in which the upstream purification device 23 and the downstream purification device 24 are provided for each bank, or may be a naturally aspirated engine that does not include the supercharger 30 . Also, the engine 10 to which the engine ECU 100 is applied may be a diesel engine, an LPG engine, or a hydrogen engine. Furthermore, the vehicle equipped with the engine 10 may be a vehicle using only the engine 10 as a power generation source, or may be a hybrid vehicle.

そして、本開示の発明は上記実施形態に何ら限定されるものではなく、本開示の外延の範囲内において様々な変更をなし得ることはいうまでもない。更に、上記実施形態は、あくまで発明の概要の欄に記載された発明の具体的な一形態に過ぎず、発明の概要の欄に記載された発明の要素を限定するものではない。 It goes without saying that the invention of the present disclosure is not limited to the above-described embodiments, and various modifications can be made within the scope of the present disclosure. Furthermore, the above-described embodiment is merely one specific form of the invention described in the Summary of the Invention column, and does not limit the elements of the invention described in the Summary of the Invention column.

本発明は、内燃機関の製造産業等において利用可能である。 INDUSTRIAL APPLICABILITY The present invention can be used in the manufacturing industry of internal combustion engines and the like.

１０ エンジン、１１ エンジンブロック、１２ 燃焼室、１３ ピストン、１４ａ クランク角センサ、１５ エアクリーナ、１６ 吸気管、１６０ コンプレッサハウジング、１６５ バイパス管、１６ａ エアフローメータ、１６ｐ 吸気圧センサ、１６ｓ 過給圧センサ、１６ｔ 吸気温センサ、１７ スロットルバルブ、１７ｏ スロットル開度センサ、１８ サージタンク、１８ｐ サージ圧センサ、１８ｔ 温度センサ、１９ｅ 排気バルブ、１９ｉ 吸気バルブ、２０ 燃料噴射弁、２１ 点火プラグ、２２ 排気管、２２０ タービンハウジング、２２５ バイパス管、２２ｆ 上流側空燃比センサ、２２ｒ 下流側空燃比センサ、２２ｔ 排ガス温度センサ、２３ 上流側浄化装置、２３０ 排ガス浄化触媒、２４ 下流側浄化装置、２４０ パティキュレートフィルタ、２５ 冷媒循環通路、２５ｔ 水温センサ、２６ 電動ポンプ、２８ 外気温センサ、２９ 大気圧センサ、３０ 過給機、３１ タービンホイール、３２ コンプレッサホイール、３３ タービンシャフト、３４ ウェイストゲートバルブ、３５ ブローオフバルブ、３９ インタークーラ、３００ ベアリングハウジング、１００ エンジン電子制御装置（エンジンＥＣＵ）。 10 engine, 11 engine block, 12 combustion chamber, 13 piston, 14a crank angle sensor, 15 air cleaner, 16 intake pipe, 160 compressor housing, 165 bypass pipe, 16a air flow meter, 16p intake pressure sensor, 16s boost pressure sensor, 16t Intake air temperature sensor 17 Throttle valve 17o Throttle opening sensor 18 Surge tank 18p Surge pressure sensor 18t Temperature sensor 19e Exhaust valve 19i Intake valve 20 Fuel injection valve 21 Spark plug 22 Exhaust pipe 220 Turbine Housing 225 Bypass pipe 22f Upstream air-fuel ratio sensor 22r Downstream air-fuel ratio sensor 22t Exhaust gas temperature sensor 23 Upstream purification device 230 Exhaust gas purification catalyst 24 Downstream purification device 240 Particulate filter 25 Refrigerant circulation passage, 25t water temperature sensor, 26 electric pump, 28 outside air temperature sensor, 29 atmospheric pressure sensor, 30 supercharger, 31 turbine wheel, 32 compressor wheel, 33 turbine shaft, 34 waste gate valve, 35 blow off valve, 39 intercooler, 300 bearing housing, 100 engine electronic control unit (engine ECU).

Claims (7)

排気通路に配置された上流側浄化装置および下流側浄化装置と、前記上流側浄化装置と前記下流側浄化装置との間で排ガスの温度を検出する温度センサとを含む内燃機関の制御装置において、
前記温度センサにより検出された排ガスの温度から前記下流側浄化装置の温度を推定する第１温度推定部と、
前記温度センサにより検出された排ガスの温度を用いることなく前記下流側浄化装置の温度を推定する第２温度推定部とを含み、
少なくとも前記第２温度推定部により推定された前記下流側浄化装置の温度が予め定められた閾値以上であるときに前記上流側浄化装置の異常判定処理を実行する内燃機関の制御装置。 A control device for an internal combustion engine that includes an upstream purification device and a downstream purification device arranged in an exhaust passage, and a temperature sensor that detects the temperature of exhaust gas between the upstream purification device and the downstream purification device,
a first temperature estimating unit that estimates the temperature of the downstream purification device from the temperature of the exhaust gas detected by the temperature sensor;
a second temperature estimation unit that estimates the temperature of the downstream purification device without using the temperature of the exhaust gas detected by the temperature sensor;
A control device for an internal combustion engine that executes abnormality determination processing for the upstream purification device when at least the temperature of the downstream purification device estimated by the second temperature estimator is equal to or higher than a predetermined threshold value. 請求項１に記載の内燃機関の制御装置において、
前記第２温度推定部は、前記温度センサにより検出された排ガスの温度を用いることなく前記上流側浄化装置の温度を推定し、
前記第２温度推定部により推定された前記上流側浄化装置の温度が予め定められた第１の下限温度以上であり、かつ前記第２温度推定部により推定された前記下流側浄化装置の温度が前記閾値としての第２の下限温度以上であることを条件に、前記上流側浄化装置の前記異常判定処理を実行する内燃機関の制御装置。 In the control device for an internal combustion engine according to claim 1,
The second temperature estimating unit estimates the temperature of the upstream purification device without using the temperature of the exhaust gas detected by the temperature sensor,
The temperature of the upstream purification device estimated by the second temperature estimation unit is equal to or higher than a predetermined first lower limit temperature, and the temperature of the downstream purification device estimated by the second temperature estimation unit is A control device for an internal combustion engine that executes the abnormality determination process for the upstream purification device on condition that the temperature is equal to or higher than the second lower limit temperature as the threshold value. 請求項２に記載の内燃機関の制御装置において、
前記第２温度推定部は、前記内燃機関の排気ポートから流出する排ガスの温度と、排ガスと排気管との熱伝達量と、前記排気管からの放熱量とに基づいて、前記上流側浄化装置および前記下流側浄化装置の温度を推定する内燃機関の制御装置。 In the control device for an internal combustion engine according to claim 2,
The second temperature estimating unit estimates the upstream purification device based on the temperature of the exhaust gas flowing out from the exhaust port of the internal combustion engine, the amount of heat transfer between the exhaust gas and the exhaust pipe, and the amount of heat radiation from the exhaust pipe. and a control device for an internal combustion engine that estimates the temperature of the downstream purification device. 請求項３に記載の内燃機関の制御装置において、
前記内燃機関は、前記排気通路に配置されたタービンホイールと、タービンシャフトを介して前記タービンホイールに連結されると共に前記内燃機関の吸気通路に配置されたコンプレッサホイールとを含む過給機を有し、
前記第２温度推定部は、前記排気ポートから流出する排ガスの温度に基づいて推定された前記タービンホイールから流出する排ガスの温度と、前記タービンホイールから前記上流側浄化装置までの間における排ガスと前記排気管との熱伝達量および前記排気管からの放熱量とに基づいて前記上流側浄化装置の温度を推定すると共に、推定した前記上流側浄化装置の温度と、前記上流側浄化装置と前記下流側浄化装置との間における排ガスと前記排気管との熱伝達量および前記排気管からの放熱量とに基づいて前記下流側浄化装置の温度を推定する内燃機関の制御装置。 In the control device for an internal combustion engine according to claim 3,
The internal combustion engine has a supercharger including a turbine wheel arranged in the exhaust passage, and a compressor wheel connected to the turbine wheel via a turbine shaft and arranged in an intake passage of the internal combustion engine. ,
The second temperature estimating unit estimates the temperature of the exhaust gas flowing out of the turbine wheel estimated based on the temperature of the exhaust gas flowing out of the exhaust port, the exhaust gas between the turbine wheel and the upstream purification device, and the The temperature of the upstream purification device is estimated based on the amount of heat transfer with the exhaust pipe and the amount of heat radiation from the exhaust pipe, and the estimated temperature of the upstream purification device, the upstream purification device and the downstream A control device for an internal combustion engine that estimates the temperature of the downstream purification device based on the amount of heat transfer between the exhaust gas and the exhaust pipe with the side purification device and the amount of heat radiation from the exhaust pipe. 請求項１から４の何れか一項に記載の内燃機関の制御装置において、
前記内燃機関は、前記上流側浄化装置と前記下流側浄化装置との間で排ガスの空燃比を検出する空燃比センサを更に含み、
前記異常判定処理は、前記空燃比センサにより検出される空燃比がリーン側またはリッチ側に変化するのに応じて前記上流側浄化装置に流入する排気ガスの空燃比をリッチ側またはリーン側に強制的かつ交互に切り替えるアクティブ空燃比制御であり、
前記制御装置は、前記アクティブ空燃比制御が実行される間の前記上流側浄化装置による酸素の吸蔵量および放出量を推定すると共に、推定した酸素の吸蔵量および放出量に基づいて前記上流側浄化装置の異常の有無を判定する内燃機関の制御装置。 In the control device for an internal combustion engine according to any one of claims 1 to 4,
The internal combustion engine further includes an air-fuel ratio sensor that detects an air-fuel ratio of exhaust gas between the upstream purification device and the downstream purification device,
The abnormality determination process forces the air-fuel ratio of the exhaust gas flowing into the upstream purification device to the rich side or the lean side in response to the change in the air-fuel ratio detected by the air-fuel ratio sensor to the lean side or the rich side. It is an active air-fuel ratio control that switches dynamically and alternately,
The control device estimates an oxygen storage amount and a release amount by the upstream purification device while the active air-fuel ratio control is being executed, and the upstream purification device based on the estimated oxygen storage amount and release amount. A control device for an internal combustion engine that determines whether there is an abnormality in the device. 請求項１から５の何れか一項に記載の内燃機関の制御装置において、
前記上流側浄化装置は、三元触媒を含み、
前記下流側浄化装置は、パティキュレートフィルタを含み、
前記第１温度推定部により推定された温度に基づいて、前記下流側浄化装置を再生させるための燃料供給の停止の可否を判定する内燃機関の制御装置。 In the control device for an internal combustion engine according to any one of claims 1 to 5,
The upstream purification device includes a three-way catalyst,
The downstream purification device includes a particulate filter,
A control device for an internal combustion engine that determines, based on the temperature estimated by the first temperature estimator, whether or not to stop fuel supply for regenerating the downstream purification device. 排気通路に配置された上流側浄化装置および下流側浄化装置と、前記上流側浄化装置と前記下流側浄化装置との間で排ガスの温度を検出する温度センサとを含む内燃機関の制御方法において、
少なくとも前記温度センサにより検出された排ガスの温度を用いることなく推定された前記下流側浄化装置の温度が予め定められた閾値以上であるときに前記上流側浄化装置の異常判定処理を実行する内燃機関の制御方法。 A control method for an internal combustion engine including an upstream purification device and a downstream purification device arranged in an exhaust passage, and a temperature sensor for detecting the temperature of exhaust gas between the upstream purification device and the downstream purification device,
An internal combustion engine that executes abnormality determination processing for the upstream purification device at least when the temperature of the downstream purification device estimated without using the temperature of the exhaust gas detected by the temperature sensor is equal to or higher than a predetermined threshold value. control method.
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